Dualling of the A21

Kieran Mullan Excerpts

Tuesday 14th April 2026 Commons Chamber

[Dr Kieran Mullan (Bexhill and Battle) (Con)]

It is a pleasure to have secured this Adjournment debate on the dualling of the A21 in my constituency. I thank the House authorities for giving me this opportunity, because the condition of the A21—the key strategic route serving the constituency of Bexhill and Battle—is incredibly important.

The A21 is not a just local road; it is the principal strategic road network connection between East Sussex’s coastal communities and London, the M25, international airports and the wider national economy. It is the backbone of access to employment, freight, tourism and business investment across the Bexhill-Hastings corridor, yet today, the A21 is failing to perform that strategic role. Its lack of capacity, safety and resilience, particularly south of Pembury, has become a structural barrier to growth, opportunity and reliable access to work for the communities along the route and for the towns of Bexhill and Hastings, which lie at its southern end.

South of Pembury, the A21 is still predominantly single-carriageway, yet it carries long-distance traffic volumes entirely unsuited to the road’s original design. Large sections are characterised by tight bends, multiple junctions and direct access from homes and farms. The contrast between the dualled and undualled sections creates an inconsistent route standard that undermines reliability, increases risk and erodes confidence in the network for both residents and businesses.

Several villages in my constituency, including Flimwell, Hurst Green and Whatlington, sit directly on the A21. Around 1,500 residents live with a strategic trunk road carrying around 20,000 vehicles a day, including a high proportion of HGVs, exposing them to constant noise, pollution and risk. Their communities are effectively divided by a busy trunk road. That has profound consequences for daily life. It affects whether children can walk safely to school, whether older residents feel confident crossing the road and whether communities function as places to live, rather than corridors to pass through.

Hurst Green is a particularly acute example at the moment. The village primary school is located directly on the A21. Getting children to and from school presents a daily safety challenge that no community should have to accept. Parents and carers have no safe drop-off or pick-up areas and are forced to stop on a national trunk road. Pavements are narrow, often obstructed and completely unprotected from fast-moving traffic. Walking or cycling—activities we rightly want to encourage—are simply not viable options for many families. I have walked this route myself at peak times. Standing inches from a continuous stream of HGVs, vans and cars makes the risk immediately obvious and is very intimidating. This is not an abstract policy issue; it is the lived experience of families every single day.

As the Roads Minister will no doubt be aware, rural single-carriageway A roads carry a disproportionately high share of fatal and serious collisions. More than half of all deaths on A roads occur on single carriageways, despite them carrying significantly less traffic overall. Last weekend, a serious incident on the A21 at Robertsbridge, which is single-carriageway, resulted in the tragic loss of life and serious injuries. While investigations are ongoing, my thoughts and heartfelt sympathies are with the families and loved ones at this incredibly difficult time. The road remained closed for over 24 hours to allow emergency services to carry out necessary investigations and repairs.

Since 2020, National Highways has been delivering a £20 million safety package on the A21, reflecting persistent structural risks on this stretch of road. Those measures are welcome and necessary, but they also demonstrate that we are repeatedly treating symptoms rather than addressing the underlying cause. Recent interventions, including the ongoing installation of traffic lights at the A21-A265 junction in Hurst Green, have highlighted the daily impact of this route on local communities. They have brought into sharp focus not only the sheer volume of traffic on the A21 but the severe consequences when that traffic is brought to a standstill.

Residents were deeply concerned about the manner in which they were consulted on that installation, which was not sufficient, given that this is a major change for residents who will experience it on a daily basis. Some of them were not even written to until the week before, and there was not a serious attempt to engage with them on the final plans. There had been earlier efforts to engage more broadly on what might be done, but we know that our constituents are busy and have other things going on in their lives, so they tend to engage most profoundly when presented with the final plans setting out, “This is what we are minded to do.” In this case, the contractors were already in place and the plans were already decided and paid for, which of course raises a lot of scepticism about National Highways’ ability to have responded to residents’ concerns.

The A21 is acutely vulnerable to disruption, as we are seeing in Hurst Green during the construction period. Collisions, flooding and landslip events regularly lead to full or partial closures. When that happens, there are no suitable alternative routes. Traffic diverts on to narrow country lanes, damaging rural roads, delaying emergency services and cutting off villages for hours at a time. I have direct experience of that. When there has been some sort of incident ahead when driving down the A21 to my constituency, I have naively listened to the advice given by Google Maps to divert off the A21, along with the many other people who are encouraged to do the same; I have been stuck for 30 minutes because that has happened at both ends of the road, and it has taken the good grace of residents living on that road to come out and manage the traffic to unblock the stoppage. As climate-related events become more frequent, this lack of resilience represents a growing risk, not just to road users but to the wider local economy. Businesses cannot plan around a route that fails unpredictably, and workers cannot rely on it for consistent access to employment.

Nowhere are the consequences of poor connectivity more evident than in Bexhill and Hastings. Bexhill contains significant pockets of deprivation, with lower than average wages and productivity—I know the hon. Member for Hastings and Rye (Helena Dollimore) will raise similar issues experienced in her constituency. Across the Bexhill–Hastings corridor, productivity levels remain around 20% below the south-east average. Importantly, deprivation in this area is not due to a lack of ambition or potential. Bexhill and Hastings have benefited from regeneration initiatives and local growth programmes, but without a reliable strategic road connection, their impact is fundamentally constrained. Piecemeal local schemes cannot overcome a broken strategic link.

Unreliable journey times limit labour market catchments, reduce business productivity and deter inward investment. Employers struggle to recruit when commute times are unpredictable. Investors hesitate when access to the wider south-east corridor is uncertain. The A21 sits at the centre of that challenge. This is ultimately an issue about opportunity. For many residents in Bexhill, the ability to access work, training or better-paid employment depends on the A21. When that route is unreliable, opportunities narrow and inequalities deepen.

There is clear evidence that strategic upgrades deliver lasting benefits. The dualling of the A21 between Tonbridge and Pembury resulted in major reductions in serious collisions, improved journey reliability and a strong economic return. That outcome is consistent with national evidence about the benefits of dualling high-volume single-carriageway A roads. Further dualling south of Pembury would deliver sustained safety improvements, improve reliability for commuters and businesses, reduce vulnerability to incidents and climate-related disruption, and improve the health and wellbeing of all those living in the villages directly placed along the A21.

If we are serious about tackling deprivation, expanding opportunity and restoring confidence in coastal communities, we must address the structural barriers that hold them back. We have already seen how local strategic road investment can transform opportunity. The Queensway Gateway road transformed access to the A21 from Bexhill and Hastings, reducing severances and improving reliability. Crucially, it made regeneration and employment sites viable by replacing an unreliable approach route with a modern strategic corridor. Investor confidence increased because access was no longer a risk.

The Bexhill-Hastings link road provides even clearer evidence. By delivering a second strategic connection between the two towns and a stronger link to the A21, it removed long-standing capacity constraints. That intervention directly unlocked over 1,000 homes and significant land for employment in north-east Bexhill that could not otherwise have been released. In both cases, public investment in strategic connectivity unlocked substantial private investment and long-term economic gains. The lesson is clear: strategic roads unlock growth and marginal fixes simply ration constraint.

For communities along the A21, this is not simply a transport issue; it is about productivity, opportunity, and fair access to work and services. I urge the Minister to recognise the A21’s role as the principal gateway to some of the most economically disadvantaged communities in the south-east and to move beyond short-term mitigation. Specifically, will he commit to advancing the strategic case for dualling the A21 south of Pembury, including village bypasses? Will he support further design and development work so that the scheme is genuinely ready for delivery? Finally, will he set out how this corridor can be considered within the next road investment strategy?

My residents are clear: they live with the A21 and they bear with the A21, but it is not the version of a road network that is delivering for them. I have explained all the reasons why dualling the A21 will make a profound difference to the opportunities of so many people in my constituency and in neighbouring constituencies. Anyone who has lived alongside that road, in the way that residents have to at the moment, will know that the current situation is not sustainable and cannot be the long-term fix or the solution that makes a real difference. I ask the Minister to think carefully, consider my questions and give hope to all those in my constituency who do not want this issue to be off the agenda or the radar, even if we recognise that the dualling is not something that will happen overnight.

--- Later in debate ---

[The Parliamentary Under-Secretary of State for Transport (Simon Lightwood)]

I am grateful to the hon. Member for Bexhill and Battle (Dr Mullan) for securing this important debate and for his continued advocacy alongside the work of the A21 reference group on what I know is an important issue for the communities they represent. I welcome the opportunity this evening to set out the Government’s position on the A21, its strategic importance and how it has been considered in our longer-term approach to investment in the strategic road network.

The A21 is a key route in the strategic road network, performing a vital role in connecting coastal communities in East Sussex and larger towns in Kent to the M25 and the wider national network. The road supports a wide range of journeys, such as commuters travelling to work, businesses moving goods and services, tourists visiting the coastal towns of Bexhill and Hastings, and people making everyday local trips. When the road falls short in terms of capacity and reliability, particularly on its single-carriageway sections, this can have a real impact on economic opportunities, journey times and quality of life.

Turning specifically to the southern section of the A21, National Highways recognises performance concerns, particularly around safety. It has invested over £20 million since 2021 to improve safety between Sevenoaks and Hastings. I recognise, however, that the hon. Member for Bexhill and Battle wants further investment. As the House will be aware, on 26 March, the Government published the third road investment strategy, committing a total of £27 billion to operate, maintain and improve England’s strategic road network over the next five years. That investment will ensure that the network remains safe and reliable while supporting economic growth and improving journeys for users across the country. RIS3 places a greater focus than ever before on the maintenance and renewal of our existing network, with a smaller number of enhancement schemes. Improvements to routes such as the A21 need to be considered in that wider context.

RIS3 will deliver tangible improvements through safer and smoother journeys for road users and through targeted programmes tackling key pinch points on the network. For the A21—as the hon. Member will be aware —one of the main pinch points can be found at the Kippings Cross roundabout, where the dual-carriageway section meets the single-carriageway section. That junction is being considered for improvement as part of one of the new national programmes in RIS3, and I encourage hon. Members to engage with National Highways over the months ahead as this work progresses and the schemes within the programme are prioritised for delivery.

As for dualling the remaining single-carriageway stretches of the A21, there are no plans to do so at the present time. It does not form part of the plans set out in RIS3, and it is not one of the schemes included in the pipeline of schemes for construction in the early 2030s. Dualling the A21 would carry a significant cost, and the delivery of such a scheme would be really challenging, given the local topography and the number of settlements that the route passes through. It would also have significant environmental impacts—I know that there are sites of significant environmental interest in the area, including ancient woodland—and would require, I think, at least three or four bypasses around villages.

[Dr Mullan]

First, will the Minister advise me on what to do if something is not even in the long pipeline? What does an MP have to do to get it put into the long pipeline? Secondly, if the Minister is not considering dualling, perhaps the next best thing in some of the villages that are particularly hard hit would be bypasses, so are there any plans separate from dualling—plans for some bypassing, even of the single lane? Land has been bought to do that in the past, and then it gets sold back and those plans are not delivered. Is there some light at the end of the tunnel in the form of some potential bypassing?

[Simon Lightwood]

This is not to say that dualling will never happen, and it is entirely right for the hon. Member and other hon. Members to continue to advocate and build the case for such major improvements. Where there is strong cross-party support from across the region, that sends a clear signal for potential future investment, and I encourage hon. Members to continue to engage with National Highways and other regional partners on what more can be done to improve the performance of the route for the communities it serves.

To touch on some other points, my hon. Friend the Member for Hastings and Rye (Helena Dollimore) talked about other forms of transport connecting communities, and I know that she has made representations in favour of improving the speed and frequency of trains between Hastings and London. While that sits outside of my remit as the Minister for roads and buses, I obviously encourage her to continue pushing for those upgrades. I cannot commit to dualling the A21 at this stage, but I can make the commitment that National Highways will continue working with the hon. Gentleman and the A21 reference group to ensure that safety is prioritised on this route.

My hon. Friend the Member for Hastings and Rye spoke about overnight closures, and I commit to raising that personally with National Highways to see what we can do to improve those circumstances.

[Dr Mullan]

Even if the Government cannot commit to the funding, developing a business case and options in an updated form would not commit anybody to doing it or to saying that there will be funding, but it would be a starting point. On that point, can the Minister be a bit more helpful by saying that he thinks that National Highways should at least have an updated plan for delivering this proposal, if and when the funding appears?

[Simon Lightwood]

As I said, there are no current plans considering dualling, but National Highways routinely considers the performance of the strategic road network as part of its route strategies process. The hon. Gentleman has my assurance that the current performance and potential future investment needs of the A21 will continue to be assessed in that context to inform future road investment strategies. I have no doubt that he will continue to lobby and to engage with National Highways, along with the A21 reference group. As I have said, I will take away the issue of overnight closures.

In closing, I reiterate that the Government recognise the strategic importance of the A21 and the strength of feeling of Members and the communities affected by its current performance. While difficult decisions must be taken about investment priorities, we remain committed to working constructively with National Highways to deliver benefits for road users, and I welcome the continued engagement of Members in building that case. The concerns raised in this debate will be carefully considered as we look ahead to future investment opportunities on the strategic road network.

Question put and agreed to.